Features all ball bearing support of the longitudinal throttle shafts,including the bearing between each set of butterflies. This givessuper smooth throttle action, allowing better control of the car on the track.

These manifolds can accommodate any port design the customer wants. Kinsler can help the customer select a port for his engine combination, by varying both the shape and volume of the CNC ported runners.The manifold was released in February, and Kinsler has already made some extreme variations to suite their customers.Some have been made for EFI road racing and for street use, with throttle position sensors, fuel rails, and nozzle bosses for EFI nozzles.

Model HP (high pressure) Nozzle LinesSlim, sleek, lightweight

The line end fittings and collars are our own design, made in stainless. The lines are assembled in our shop, using an eight-crimp die set. They have a 5/16” hex at the barrel valve for easier installation. You can rotate the fitting in the line after installation. The PVC sheath is crimped under the collar; no braid showing: protects from dirt.

The fitting for the nozzle has a 45-degree seat to properly match the angle on the nozzle. It is bent 65 degrees to let the lines run snug over the valve covers.

The line is smooth bore Teflon 3/16”ID, with stainless braid, covered with black PVC, .275 OD. This is rated at 3,000 psi working pressure, with a minimum burst pressure of 14,000 psi. We have tested ten of these line assemblies to 15,000 psi without a failure.

Daryn Pittman just squeaked it out at the Charlotte World Finals, supported by Kale Kahne, Crew Chief of the Year, and the crew of the Great Clips #9. The Kasey Kahne Racing organization made a superior effort all year long!

Speedway Engine Development won the 2013 Engine Builder of the Year... congrats to Rick Long, Jay Wood and staff. They do the engines for #9. They use the Kinsler Beast manifold on Daryn’s engines.

NEW: Series 2 Tough Pumpsizes: 8.68 GPM, 10.62 GPM, & 12.58 GPM at 4,000 Pump rpm, at 100 psi pressure. These are just as rugged as the Series 1 Tough Pumps; will handle dirt in the fuel better than any other pump.

Applications: 600 plus cubic inch naturally aspirated Methanol, Supercharged or Turbocharged Methanol up to 2,000 HP, Top Fuel Harley Davidson (requires special seals for nitro). These pumps are good to 300 psi continuous.

The biggest problem racers have with their mechanical fuel pumps is wear, due to gears and housings that aren’t hard enough. Our pump has very hard gears and a hardcoated housing to hold up very well against dirt... we have yet to have one wear out in the field due to dirt passing through them.

Total pump failures are another problem. Our pumps are made with very premium metals, coatings, and very close tolerances to give extreme durability... we have never had one of our pumps fail in the field.

See the bottom of this page and our “Pump” page for more details

INDY 500

Sunday, May 27, 2012

It was great watching Dario Franchitti win his third Indy 500, with his Chip Ganassi Racing teammate Scott Dixon taking second; both running Honda Engines. We had our equipment on both of these cars.

During qualifying, Chevrolet engines took the ten top spots, so it looked like they might dominate the race. After being absent from Indy since 2003, they had come back with a vengeance!

Final top twelve, by engine: Honda, Honda, Chevrolet, C, C, C, H, H, H, C, C, HWe had our equipment on ten of these 12 cars and on most of the rest of the field.

DAYTONA 500

February 27-28, 2012

FIRST NASCAR CUP RACE EVER TO USE FUEL INJECTION

Congratulations to Matt Kenseth forwinning this wettest, fieriest, and most delayed NASCAR Cup race ever! He drove an impressive race in his RoushFenway Racing #17 Ford, owned by John Henry, with Jimmy Fennig as crew chief.

All five top finishers ran Kinsler F.I. components,as well as 36 of the 43 cars that started the race.

Click the third green button down at the left.

The Outlaws know how to get PUMPED UP !!!World of Outlaws from Las Vegas — March 8, 2012 A Main Pos. Driver Car # Fuel Pump

Click on the IMAGE to see a complete video of the internals and proper setting.

Billet 410Features all ball bearing support of the longitudinal throttle shafts, including the bearing between each set of butterflies. This gives super smooth throttle action, allowing better control of the car on the track. These manifolds can accommodate any port design the customer wants. Kinsler can help the customer select a port for his engine combination, by varying both the shape and volume of the CNC ported runners. The manifold was released in February, and Kinsler has already made some extreme variations to suite their customers. Some have been made for EFI road racing and for street use, with throttle position sensors, fuel rails, and nozzle bosses for EFI nozzles.

Metric to AN One Way Check Valve;12mm inlet x 6AN or 8AN outlet check valve features an anodized aluminum body equipped with a high flow stainless o-ringed poppet for excellent sealing.The poppet is spring loaded to the inlet seat with ~ ½ PSI for minimal pressure drop.Body is available with either 6AN or 8AN male flare outlet adapters. Fits popular

CONSTANT FLOW NOZZLES Constant flow systems are very flexible and cost effective for many types ofracing, engine configurations, and fuels. They are capable of supplying a very wide range of fuel requirements. The system can be easily configured and tuning is accomplished by increasing or decreasing the systems operating pressure.

A constant flow system uses a mechanical fuel pump to increase/decrease the supply flow to the injection unit directly related to engine rpm. This variable flow creates pressure against the fixed orifices of the main bypass jet and the nozzles. Using a barrel valve assembly the idle and the part throttle fuel rate is controlled. Kinsler can supply additional bypasses and enrichment circuits to give added flexibility.

Q) Kinsler Vapor Separator Tank (VST) system - typically used when the main fuel tank is mounted too far away from the mechanical pump and a transfer pump is required. Kinsler specially designed system keeps a constant feed pressure to the mechanical pump to prevent cavitation.

NOZZLE DISCHARGE STYLES : 'A' type : fuel is discharged at 45 to body through notch cut in deflector,commonly called 'whistle' or 'notched'. 'AS' type : fuel discharged in line with body through a diffuser screen, commonly called 'screen tip' or 'shot-gun'.

K-TYPE JETS : Even a perfect fuel injection unit is of little use to the owner unless he has a good set of jets to use with it. When using commercially made jets, it is not unusual when going .005" smaller in jet size (in an attempt to richen the unit) to actually find no fuel rate change, or perhaps go grossly rich, or even to go a bit leaner! This makes it impossible to "tune in" the engine for best power and consistence.

EACH K-type jet is precisely machined and stamped with the "KINSLER" name to identify it. It has a reamed orifice controlled within .0002", a precise radius leading to the orifice, and a regulated finish.

Every K-type jet is tailored on the flow bench to within 1/2% of the flow rate of the master reference jet of its same size. Therefore, even though the increments between the K-type jets are very small (.002" available), the change in flow rate between each jet is the same. Every jet of the same size flows the same, if one jet is lost, an exact duplicate can be shipped immediately.

A) Because of the larger radius entrance to the metering orifice in the K-type jets, you must start with a K-type jet that is about .008" smaller than the conventional jet that you are replacing, if you want to retain your present fuel rate.

B) Always install the jet so that the number is facing up as you drop the jet in, then the fuel will flow into the radiused side of the jet. After the jet can has been assembled, the number will be facing toward the poppet.

C) Make sure the jet can end has an o-ring receiving groove and that an o-ring is in place for the jet to sit on. Note: the jet sealing o-ring should be replace periodically to make sure that the compound has not "dried" out.

We can make variations of these nozzles and special nozzles just call us.Also see pg 10 of main handbook.

Kinsler nozzle flow code

lbs./hr low per nozzle .72 sp. gr. gasoline at 0 psi

Nominal orifice size

Hilborn Size

+ or - approx. 4% from flows shown at left Crower and Enderle nozzle size (they code their inserts differently)

Deflector Types 'A' Type: Fuel discharged at 45 degrees to body through notch cut in deflector: commonly called 'whistle' or 'notched'. 'AS' Type: Fuel discharged in line with body through a diffuser screen: commonly called 'screen tip' or 'shot-gun'

Nozzle Venting Vents let air premix with the fuel inside the nozzle for better atomization.

Non-Vented & Z-type : For supercharged or turbocharged use were the nozzle exit sees the manifold boost.Vent location and quantity One and three vent nozzles drip into the engine on shut off are the safest. Four and six vent nozzles drip outside on shut off present a tiny-fire hazard but prevent any possible cyl. washdown.

Constant flow nozzle

ORIFICE THEORYFor nozzles, bypass jets, carb jets A sharp edge at the orifice entrance causes the flow stream to converge, the smallest flow cross section being termed the vena contracta and is the point of lowest pressure. The vena results in less flow through a given hole size than a piece with a rounded entrance.

The particle of fuel coming straight down a bit off to the left or in at an angle at the right both find their way into the hole. This design is the least sensitive to machine marks, but the blend of the radius to the bore is very important. Not easily damaged, as nicks from handling tend to be on the top surface.

The particle a bit off to the left tends to hit the top surface; may bounce off to the left, or into the hole. The particle coming in from the right will go into the hole. This design is quite difficult to make, as the sharp edge must be the same on all the holes, with no nicks. It is easily damaged by nicking the edge.

The particle a bit off to the left will not enter the hole. The particle coming in from the right may not enter the hole. You would never really see this design in a jet, but it is exactly like a ramtube without a bell. The top edge is easily damaged.

We use only fully radiused type orifice approaches in all our nozzles and jets. Every nozzle and jet we make is done with great care, but they still don't all turn out properly. Each piece is flowed at three different pressures, then compared to the master flow sheet If it isn't within tolerance, it is scrapped. Testing at three pressures is important because some pieces will flow perfect at low flows, but then go turbulent (due to imperfections on the surface) at high flows.... we call this a "shift" in the flow. All of this quality control costs more money, but it assures you of receiving the best possible peices in the industry.

Flow through an orifice Pressure rises as the square of the flow through an orifice, so to double the flow through a jet nozzle takes four times the pressure:

If we know the flow of a jet or nozzle at some pressure , we can figure out the flow at a new pressure: